IvanK

Danke grim_reaper68

Be interested to see the corrections in the LUA. just trying to understand this. My best guess is that currently the ILS GS antennas are at the far end of the runway when they should be at the near end and the course is wrong as well. By playing around I managed to get Frankfurt 25L and 25R to work with the correct GS rwy intercept point abeam the physical 25L/R 3D GS antenna objects. No such luck with 07L and 07R though I cant even get the LLZ's to work.

grim_reaper68 You can get Glide slopes at Frankfurt ??

Maybe unrelated or still under development but the DCS Web editor Purple rectangles at Frankfurt, Hannover , Leipzig Halle, Hannover EDDV are weird and not aligned with the underlay runways. Whats the basis of 21deg E central meridian for the projection ? Seems a long way E from the Map centre point. 21E is around Warsaw. I would have though a central meridian around 10 deg E would be better for this map ? In edition in the ME the underlying "MAP" view is based on the TPC which is a Lambert Conformal projection.

What year is the Map based on ?

Just looked at Frankfurt with Mission Date June, June 1991, June 1999, June 2024 Rwy 25R June 1991 Rwy 25R 260m 259T Variation 1 deg W June 1999 Rwy 25R 259m 259 T Variation 0 June 2024 Rwy 25R 256m 258 T Variation 2 deg E Jepp Chart 2013 lists RWY 25R as 248m with Variation 3.01E that implies 251T Google Earth 2025 measures RW25R as 249.63 T (some small measurement error by me possible) So True Heading of RWY's 25 in Frankfurt should be 251T

Interesting grim_reaper68 might explain why you get a momentary GS alive as you pass abeam the GS antenna on landing.

Tegal 26L 109.3 GS ok.

The Special options Trim sensitivity are still non functional. They can be set to varying settings but have no effect in game.

It is also fully described in the these publicly available manuals: USN NATOPS Instrument Flying manual NAVAIR 00-80T-112 Pages 22-14 through -16 USAF AFMAN11-217V1 Instrument Flight Procedures pages 69-71

Old Military instrument flying manual

Here is another example on the F5E HSI. TAC tuned you are on the 129radial 20 nm from the TACAN You want to track to the TACAN 240 radial 60nm what nil wind heading do you need to fly. 1. Visualise the TACAN station as at the centre of the HSI 2. Determine the greatest range value required .... 60nm 3. Visulise the the outer portion of the compass scale as 60nm from the centre of the HSI 4. Locate your position on the HSI assuming its radius is 60nm ..... Position red X (about 1/3 out from the centre on the 129 radial) 5. Find the location on the HSI where you want to go 240/60 ..... Position yellow X 6. Draw a line from your position to the new position. Red x to Yellow x 7. Transfer the line you drew to be centered on the HSI Green line. 8. Were it intersects the compass is the nil wind heading to fly 254. 9. Turn on to 254. 10. update as you track towards the new position.

The technique on the HSI/RMI/BDHI The TACAN station is always at the centre of the instrument. Step 1 decide what Range and bearing you want to go to. Step 2 note your current range and bearing on the HSI .... you are at the tail of the needle. Step 2 In your mind take the greater of the ranges (current range versus new range) Step 3 visualize the HSI as a map whose diameter is the greater range Step 4 Locate your current position on the (scaled map HSI) use your finger Step 5 draw a line from your current position on the HSI to the point you want to go through. Step 6 transfer the line you drew in Step 5 to be centered on the HSI The line now extends to show the Track you need to fly to get to your new destination. Step 7 Turn on to the required Track/Heading .... update the process as you go along. Once proficient this process can be done in seconds with good accuracy. An example:

Tacan point to point using the HSI was a bread and butter technique for most Cold war pilots... no maps involved.

Be nice to have a special options for IAS in Knots and Altimeter in feet.

Thats because key bindings for them have not been made.

The application of brakes is not shown on the controls indicator. All other axes display correctly.

I haven't seen these orange lines on the TRK IR profile screen before. Does anyone know exactly what they represent ?

With NAV COMP selected and following steering to the selected TGT/waypoint the HSI heading marker can be set to any desired heading by the pilot. This is I believe is a bug. According to the F4E manuals (Page 1-48 Figure 1-18 and the table Page 1-45 Figure 1-15) the heading bug is controlled by the Nav system and set to the wind drift corrected heading to achieve the direct track to the selected Waypoint. It cannot be set by the pilot. TRK attached. F4Hdgbug.trk

The E mode is a little different to most other common antenna elevation schemes and would seem to be limited to certain Cyrano IV models ... and the one modeled by Aerges. It is designed for a Constant Antenna selection angle. In other words once set the Antenna elevation is fixed, as you slew the Alidade out in range the numbers displayed represent the altitude covered at that range for that fixed antenna elevation. It so works out that if you set the Alidade to 10nm then the numbers displayed equate to Antenna elevation in degrees. So if you want to set Plus 5 you set the Alidade to 10nm then increase Antenna elevation till it indicates 5. In D mode you select the Altitude you want to scan then radar changes antenna elevation as a function of Alidade range to ensure you cover the selected altitude. Why E mode ? A typical; scenario where this might be useful is A Supersonic /climbing Snap up attack with the R530 (Very Cold war thing). If you are committed to a High Altitude High Energy target (M1.6+ and 50,000' +) it might be your only chance. GCI would set you up on the cut off intercept you accelerate (Rutowski profile) to a desired Energy state. Then at a specific range you "climb" to a specific climb angle pointing at the Collision point. The climb angle designed such that from that point on the Antenna elevation is constant (typically half your climb angle). You the pilot feverishly working the radar looking for the target. With the R530 this was a very intense workload, not having to fiddle with Antenna elevation was one thing you didn't have to worry about. Given the R530's limited range, The radar's limited range, The high closure and then the 1-4sec (random) R530 harmonisation time that takes place after lock on has you rapidly approaching Rmin ! .... "One armed wallpaper hangar stuff" .... Once the lock was achieved the Snap to cancel sight orders and fire occurred.

Bug 1 The Radar horizon line in the front seat cannot be moved in the display. The Heaxagonal "HORLN" knob does not seem to have any effect when rotated. Bug2 As pointed out elsewhere the scope is not precisely vertical. This leads to the horizon indicating a slight right bank when wings level.

Thanks .... couldnt find it in the manuals.

Exactly what switches and or buttons are required by the WSO to get the radar back into search from STT ?

The Mills setting was originally all wrong (both selection and angular value). The max sight setting IRL is 199mills. This was corrected a while ago.